Internal combustion engine



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R. M. HVl D INTERNAL COMBUSTION ENGINE Filed Aug. 15. 1958 6 Sheets-Sheet l Ot. 28, 1941. R, M, |-|v|D INTERNAL COMBUSTION ENGINE Filed Aug. 15, l 6 Sheets-Sheet 2 %a 72zm WK ywwhw 17% y% 5 l6 R. M. HVID 2,260,975

INTERNAL COMBUST ION ENGINE Filed Aug. 15, 1938 6 Sheets-Sheet 5 Oct. 28, 1941. R. M. HVID 2,260,975

INTERNAL COMBUSTION ENGINE Filed Aug. 15, 1938 6 Sheets-Sheet 4 Oct..38, 1941. R. M. HVIID 2,260,975

\ \INTERNAL COMBUSTION ENGINE Fi ld Aug. 15, 1958 s Sheets-Sheet '5 4o 47 0 .30 1 3 f I g I 100 I 100 4 4 0a. 28, 1941.- R.M.HVID 2,260,975

INTERNAL COMBUSTION ENGINE- Filed Aug. 15, 1938 6 Sheets-Sheet 6 highly satisfactory for use in various fields.

Patented Oct. 28, 1941' "UNITED E S v azsoms INTERNAL COMBUSTION ENGINE.

I Rasmus M. .Hvid, Wilmette, 111. Application August-15, 1938;.Serial No. 224,940

6 claims. (01. 123-55) invention relates to internal combustion engines of the, radial type, more particularly to compression-ignitionengines.andvhas for an,ob

ject the provision of a compact lightweight and eificient engine of this character which may be constructed economically. I U

Various compression-ignition engines have heretofore been proposed and constructedboth for two-cycle and for four-cycle operation, and many of such prior engineshave been found One of the principal objections to the use of compression-ignition engines'in the automotive and aviation fields is foundin the excessive weight of such engines, and many recent attempts have been made to provide lightweight, high speed compression-ignition engines particularlyadaptedto use in these fields. Such attempts have not been entirely satisfactory, however, and it is accordingly a further object of my' invention to provide an improved compression-ignition engine of this character.

A specific object of my'invention is to simplify the cylinder block constructionof a-radial type internal combustion engine and to provide a balanced arrangement'which may be economically constructed and which is more compact than any heretofore constructed engine with which I am famfliiar. v

In carrying out my invention in one form, I

invention; the. right-handhalf ,of Fig. 1 being partly brokenaway; the lower left-hand quadrant left-handportion of the twoleft-hand quadrants provide a cylinder block having a centrally located, axially extending passageway there.- through and a plurality of radially extending cylinder boresterminating in the passageway, together with a head positioned in' the passageway and co-operatingwith the cylinder bores to form one or more compression or' combustion chambers at the inner ends of the cylinder bores.

A plurality of crank shafts spaced about them:-

riphery of the block are individually connected to one or more pistons in the cylinders by out.- wardly extending connectingrods, and an .annue lar flywheel surrounding the cylinder block is.

provided. with internal teethmeshing with suit,-

able gears vcarriedby the crank shafts. The fiywheel is thus driven by the pistonaand the ra-= tio between the gears and the flywheel. teeth is of Fig. 1. illustratingthe end ofath'ecylinder block with its cover plate removed,. the upperleftehand quadrant of Fig: lflbeingins'ection substantially along: the line l[ of Fig;.-2,,and.- the extreme,

of Fig. 1" being further broken :away to provide a sectional view taken substantially through the center of one of thecrank.shafts-hereinafterQ described;

Fig. 2 is an elevationalsectional viewtaken along the line, 2--2 of'Fig; 1; Fig. 3 is a sectional view of the cylinder block taken along. theline 3-3 of Fig. 4;'

Figs. 3A, 3B, 3C, and'3D are respectively fragmentary sectional views taken 'along the section lines A--A, B-.-B, C-C, and DD of Fig. 3;

Fig. 4 is an elevational sectional view taken along the line 44 of Fig. 3;

Fig. 5 is an end view of the cylinderblockibn lustrated in Figs. 3 and 4; i

Fig. 6 is. a detailed perspective -view-of one-:0!

the crank shaft units-embodying my invention;

Fig. 7 is a sectionalview taken -.along;the. line:

11 of Fig. 2;

Fig. 8'is a detailed view partly'in section iltrating one form of fuel supply .rneans that may be utilized in connection with my improvedin terial combustionengine; and

' Fig. 7 10 is a. somewhat diagrammatic elevational view partly in section of a furtherzembodiment of my invention.

Referring now to the drawings; Ilhave shown: my invention as applied to a compression-ignia tion radialtype internal combustion engine, com-.--

prising an outer casingformedof two hollow castings I 0 and within ,which istsupportedwa substantially cylindrical casting it which forms the cylinder block; for my internal. combustion engine, the block; l2 beingssecured to the portion. .ii of the outerycasing byva, plurality-of boltsJl;

' and I3a. as shown.

such that eachpiston moves through iaxmulti- I plicity of power strokes of the flywheel. I

For a more complete understanding of my induring each revolution vention', reference should now behad to 'the drawings, in which;

Figure 1 is .an endview partly in elevation. of

the internal combustion engine embodying'my The cylinderblocigfl. as shown bestinFigs:

4, and fi consists' of a unitary casting-.iormedato provide a. plurality of. radially extending;- cylinw der bores l4. arranged in;;a,common transverse plane throughthecylinder blockinndsaplurality of similar radially. extending; cylinder: bores I551.

. arrangedinla difierent common:transverse:planes through the cylinder. block, ther 'cylinderv b'orsi. I 51 being axially spaced with respect to the cylinder bores l4. It will be observed that in the particular embodiment shown, twelve cylinder bores are provided consisting of two axially spaced groups, each group constituting six radially extending cylinder bores and each cylinder bore being arranged in diametrically opposed relation to a similar cylinder bore. By reason of this diametrically opposed relation of the various cylinder bores, it is possible to bore out the cylinders by the simple expedient of inserting a boring tool entirely through the cylinder block along a diametric line.

Extending entirely through the cylinder block 12 in an axial direction, I provide a. substantially cylindrical passageway l6 intersecting all of the radially extending cylinder bores 14 and i5 at the inner end-s thereof, and in order to provide combustion chamber means for each of the cylinder bores, a substantially cylindrical head 11 is provided, adapted to be disposed within the transverse passageway Hi. In assembling thehead I'I within the block l2, the two parts are preferably machined so that the outer diameter of the head I1 is substantially identical in size to the inner diameter of the passageway I6 in the block I2 and the head I! is cooled, preferably by packing in dry ice, while the cylinder block I2 is heated prior to the insertion of the head I! into, the passageway IS. AS will be well understood by those skilled in the art, the respective cooling and heating of the parts I! and I2 prior to assembly provide a shrink fit so that the head I], after the parts return to equal temperatures, is rigidly and permanently positioned within the axial passageway IS in the block [2.

As shown best in Figs. 1, 2, and 7, the head I1 is provided with a plurality of tapered apertures IS, the outer ends of which coincide with the inner ends of the cylinder bores l4 and IS, the inner ends of' the apertures I8 terminating in a centrally located compression chamber or combustion chamber l9 which extends axially through the head I1. I have found that by tapering the apertures l8, as shown, and thus providing reduced end portions on the cylinders, I am able to provide a more compact cylinder block construction. As'shown'best in Figs. 1 and 3, the cylinder bores l4 and 15, at the respective points of intersection with the annular passage l6, close- 1y approach each other and could not be further extended toward the center of the block without intersecting each other. Thus, a longer piston stroke could be provided only by reducing the diameter of the cylinders or by increasing the external diameter of the cylinder block. By providing reduced end portions on the cylinders through the provision of the tapered apertures IS in the head ll, however, I am able to extend each of the cylinders to a point closely adjacent the axis of the head l'l without any of the cylinders intersecting each other.

Disposed in each of the cylinder cores [4 and [5 for movement inwardly and outwardly therein, I provide a plurality of pistons 23, the inner end of each piston being provided with a reduced portion 2| which conforms to the shape of the associated tapered aperture l8, so that when the pistons occupy their innermost-positions, as shown in Fig. 2, substantially zero clearance is provided in the cylinder bores, all of the necessary clearance being provided by the compression chamber 19. The left-hand end of the compression chamber is closed and tightly sealed by a plug 22 secured to the head II by suitable bolts 23, and if it is desired to adjust the compression ratio of the engine, this plug 22 may be adjusted laterally so as to increase or decrease the volume of the compression chamber. This adjustment may be accomplished in any suitable manner as, for example, by shaving off the inner end face of the plug 22 or by lengthening the plug. The opposite end of the compression chamber I9 is closed and sealed by a fuel injecting device 24 which may be of a type well known in the art and which, as will be more fully described hereinafter, is connected by a conduit or tube 25 to a fuel pump 26 (Fig. 9). As shown, the fuel injector means 24 is secured to the cylinder head H by suitable bolts 21.

It is sometimes desirable to provide a so-called hot spot in the combustion chamber of a compression-ignition engine and, if desired, this may easily be accomplished in my improved engine simply by cutting back the plug 22 for a portion of its length to provide a slight clearance between the plug and the surrounding wall of the head II, as indicated by the reference numeral 22a. This clearance space reduces the transfer of heat from the plug 22 to the head H which, as will be hereinafter described, is provided with suitable cooling water spaces, and the inner end of the plug 22 thus forms a hot spot which is directly opposite the fuel injecting device 24, and the temperature of this hot spot may be adjusted by increasing or decreasing the extent of the clearance space 22a.

As is well understood by those skilled in the art, operation of an internal combustion engine of the compression-ignition type is accomplished by introducing a charge of air into the cylinder, by compressing this air during the compression stroke of the piston, and by then injecting into the highly compressed air within the clearance space of the cylinder a charge of atomized fuel, whereupon combustion of the charge takes place so as to effect a power stroke of the piston. The products of combustion are then exhausted from the cylinder and the cycle is repeated. In my 4 improved engine I provide means for introducing compressed air through valve ports in certain of the cylinders and for exhausting the gases of combustion through valve ports in certain other cylinders, and since all of the cylinders communicate with a common combustion chamber, the compressed air is utilized to assist in scavenging the products of combustion from the cylinders and the combustion chamber.

Thus, as shown best in Figs. 1 and 2, the member II is provided with an intake manifold port 28 communicating with the lower portion 29 of an annular passageway formed in the member I l and with an exhaust manifold port 30 communicating with an upper portion 3| of the same annular passageway, a pair of transversely extending walls 32, only one of which is'shown in Fig. 1, serving to divide the annular passageway into the two chambers respectively indicated by the reference numerals 29 and 3|. These trans verse walls 32, which constitute part of the member II, are adapted to rest upon suitable bearing portions 33 (Fig. l) on the end face of the cylinder block l2, and in order to insure a tight seal therebetween, each of the transverse walls 32 is provided with an enlarged portion for receiving a bolt 34 which extends through the wall 32 and engages a suitable threaded aperture 35 in the bearing surface 33.

Extending axially through the cylinder block [2 in the spaces between the three lowermost sageways 36 and 31.

and 40 extendoutwardly from the passageways 36 and 31, respectively, so as to lntersectthe cylinder bores I4 and lv on each side of the pas- It will thus be apparent that the intersection of the cylinder bores 14 and -I5. with thepassagewaysfl;39, and 40 is effective to provide inlet ports'in the cylinder bores, which inlet ports extend entirely" around -the circumferenceof the cylinder bores except for the. interposition of bridging members 4|,

which extend across the passageways and form part of the, cylinder walls, there being three of Y these bridgingv members associated with each of the cylinder bores. r I 1 I Although these bridging members 4| may be of any desired shape, I prefer to form these bridging members in the form of vanes, as shown in Figs. 3B, 3C, and 3D, the curvature of the vanes being such as'not to interfere with the flow of compressed air into the cylinder; .bores from the transverse passageways. As shown in Fig. 33, two of the bridging members 4|, associated with the cylinder bores I4 and I5 which intersect the transverse passageway 38; are interconnected by walls 42 so as to form-a passageway 43 extending at right angles to the inlet pasageway 38. This passageway 43 is for the purpose ofpermitting cooling water to flowtherethrough as will be more fully explained hereinafter. It will I now be apparent that compressed air, upon be- I I, I

for..preventing,the pis'n 'ri ngffrorn rotating on} ing introduced through the inlet manifold port 28 into theannular chamber 23, will flow through the transverse passageways 38 to 40,-inclusive, and through the inlet ports formed thereby in the walls of the cylinder bores. As shown'best in Fig. 2, the passageways to 40, inclusive, extend entirely. through the cylinder block l2, and the left-hand ends thereof are closed and sealed by a cap plate 44 which is secured to the left-hand end of the cylinder block by suitable bolts 14! In order to provide for the removal of exhaust I gases from the cylinders, I provide a plurality and 48.

of axially extending exhaust passageways 41,148,

49, and50 arranged in the spaces between the. radially extending cylinder bores, which exhaust passageways are identical with the inletpassagee' ways 36 and 31 and extendentirely throughthe cylinder block I! in an axial direction.'-Interconnecting these exhaust passageways and ar-.- ranged to intersect the three uppermost cylinder bores l4 and the three uppermost cylinder bores l5 are a plurality of fiat passageways 5|, 52,

and 53, similar to the hereinbefore' described in-.

let passageways 38, 39, and 40. QThe intersection of the passageways 5|, 52; and 53 with the associated cylinder bores forms exhaust-ports in the walls of the cylinder bores in the manner described above in connection with the 'inlet ports, the exhaust ports likewise 'extending entirely around each cylinder well except forthe bridging members 54 which extend acrosspassageways 5|, 52,. and 53 and form portions of the cylinder walls. Asshown best in Fig. 3A,

two of thebridging membersfl associated with" each cylinder are formed'as hollow lugs "the piston.- A fte 45 These bri l n .1 ringflli The-ring, as.; sho

provide I passageways ILtl ir ough; which cooling water may flow, the other bridgingmember assa ciated with eachrcylinderbeing connected b y the walls 56 to asimilar bridging memberon an*- 5 associated cylinder at as to form a cooling water I p sa way: 1 similar .to' the @passageway 43 shown in 3B,. for. ,conducting v.cooling water through the blocl; lain proximity 'to the exhaust passageways I As will, beiapparentuponinspection of 2, thecap' which sealsthe. leftj-hand-end oi the inlet passageways 35.;to 40, inclusive, likewise I seals the left-hand end oi-the exhaust passageways 41 to 53, inclusive, andiaccqrdinglyexhaust c e mfii aw hez y d ts' -th sh the ex u Po i n he ee mvafl a a ewa ,wilibe. conducted th' eI .exhaust chamber1 3l and... o'ut .ofthe "exhaust 'lnaniioldj'port,-30. ;It wiltp cou se beu deist. d h zope i s ian ports in the;cylinderwallsisjcontrolled bygnove- ,ment of. the pistons- II! withinj the i'cylinders, all i of the inlet, ports and exhaust gp o rts being. open when the. pistons occupy,- their-{outermost posi- \tions and aliof theginlet ports and exhaust ports ranedltb open ashortinterjval. beforetheinlet I portsinthelowermostcylinders,open-. I I As showln,each foL- the'*pistonsl 2:0 isprovided with a a ty, t qa fi l r ha urp s f new yn th conc ned i r to prevent the piston- .ringslfroi'n spreading as jthey pass over the. exhaustgan'd -finletports/in the 7 cylinder walls, I usea'special type of piston ring h sa wa x enam nmth emm in a suitable aperture th bodyofthepiston e ringsnhavrbeenapplied,

. e P -s t the split en dso the L piston I vcertain of th ridging;-.members" I members-thus"preventthelrin from spreading} during travel of I the. pistons {even thoughthe major. portion of the outer surface of each piston ring is unsupported asj it passes;

across the exhaust portsor the inlet poi-ts.

h P n 0. re -nrov d d., s. h ivmmm 'wrist pins 58' m j s'upporting' connecting "rods..9 I j I thatv extend ioutwardlysfromj'the cylinders l4.

and 15 for connection? tohsuitable crank shafts mounted about (the; periphery I of; the cylinder blockiz-li and arranged .tojIdrive;aycommon fly- I internal. combustionen neflsconnectedif s,

handxend to alyp'ositi intermediatethe two I 1 groups of cylinderiibores l 4 1a nd l5; a s 'iitable key 6 I which. surrounds "the. cylindenlblock' 1 them; I

provided forproperlyxpositioning"the supportingx I I I 'lbest-fina-l lg l -is j shaped to provide bearing block's I 162 between each I group or pair. .ofsaxially space cylindersl,l"4.and

IS, the bearingblock ilbingladapted t'ozreceivebearing caps 63- and anti-friction,bearings} suih,

asthe noller'bearing 64, for supporting"ag'plurality 'of crank shaft units'of .the..,type illustrated .in" I 6. -Each of .thecrank; shaft unlts- 65; one3 'of v vliieh is supported in each of. thearoller bearings 64, consists of-..a;shaft portion'sggg a so asflto to extend through the rollerbearing and a pair man oylindersthat 1 I 1;

ring coincide-with;

of spiral gears ti and 69, preferably formed integrally-with the shaft 66 on opposite ends thereof, which support suitable crank pins 69 adaptedfto be engaged by the outer ends of the connecting rods 59.

Intermediate the bearing block 62, in circumferentially spaced relation therewith, the ring 60 is provided with a plurality of supporting ears 10 carrying transversely extending pins 'H for supporting suitable rollers I2, one of the rollers 12' being'supported between each pair of ears on suitable anti-friction means 13 surrounding the associated pin II. The rollers 12 are adapted to -support an annular flywheel for rotation about the cylinder block l2 and, as shown, this annular'fiywheel comprises a pair'of annular members 14 and 15 (Fig. 1) adapted to'be secured together by aplurality of stud" bolts 16 which extend through the annular "member 15 and threadedly engage the member 14. Each of the annular flywheelmembers l4 and I is provided with'an internal row of gear teeth 11 and",

respectively,- consisting of oppositely directed spiral teeth adapted to mesh with the gears 61 and 68, respectively. It will thus be observed that the gears 61 and 68 together with the internal teeth I1 and I8 form in effect a balanced herringbone type gear drive. I

' Intermediate the rows of gear teeth 11 and 18, I provide a plurality of hardened steel rings 19, 80, and 8| adapted to be clamped tightly together when the fiywheelsections 14 and "I5 are assembled to provide a hardened steel race for receiving the supporting rollers 12, the rollers I2 and the "race formed by the rings 19, 80, and 8| serving to mount the flywheel for rotation about the cylinder block i2.

While the rotation of'the flywheel caused by movement of the pistons 20, as will be more fully explained hereafter, may be transmitted to a main shaft in any suitable manner, I provide, in the preferred embodiment of my invention shown, a main shaft 82 which extends through a wall of the outer casing member l0 and is mounted for rotation in a suitable anti-friction bearing 83,

' suitable sealing means being provided as shown for tightly sealing the engine casing and the shaft while permitting rotation of the shaft with respect to the casing. At its inner end the main shaft 82 is provided with an enlarged cup-shaped portion 84, which in effect forms'an outwardly extending spider adapted to be connected to the outer periphery of the flywheel, the outer end of the spider 84 being providedwith suitable teeth 85 which extend into slots formed between a plurality of outstanding lugs 85 on the flywheel section 14.

In assembling my improved internal combustion engine, the cylinder head H is first rigidly positioned within the annular passageway IS in the cylinder block I! in the manner hereinbefore described, and the ring 60 is pressed into the position shown and properly located by means of the key or keys 6! before the pistons 20 are inserted in the cylinder bores l4 and I5. Before the insertion of the pistons 20, however, the associated connecting rods are assembled therewith and each pair of pistons is operativelycon nected to one of the crank shaft units comprising the shaft 66, the gears 81 and 68, and the crank pins 69. This assembly may be accomplished simply by slipping the outer ends of the connecting rods 59 over the crank pins 69 and securing them in place thereon. Although other means may be provided, I prefer to secure the connecting rods 59 to the crank pins 69 by means of washers 81, as shown best in Fig. 8. Referring to Fig. 8, each of the crank pins 69 is provided with a threaded tap, as shown, adapted to receive a stud bolt 88 which extends through an aperture in the end washer 81, and a locking pin 89 is provided engaging corresponding apertures in the crank pin 69 and the washer 81 to prevent rotation of the washer 81 relative to the crank pin. One important advantage of the improved crank shaft and connecting rod arrangement here shown is that the provision of split ends on the connecting rods is renderedunnecessary and each of the connecting rods may be formed to provide a continuous strap at the outer end adapted completely to encircle a roller bearing be formed in sections in order that they may be easily assembled about the crank shafts 68.

The crankshaft units having now all been properly assembled in their associated bearings, the supporting rollers 12 may be positioned between the supporting ears I0 and the hardened steel rings 7 9, 80, and BI properly located with respect to the roller 12, whereupon the two sections 14 and 15 of the annular flywheel may be assembled from opposite ends of the cylinder block l2 and secured together in the position shown in Fig. '1 by means of the stud bolts 16. In assembling the flywheel sections 14 and 15 the crank shaft gears 61 and 68 must be properly located with reference to the internal flywheel teeth 11 and 78 so that all of the pistons 2!! occupy identical positions in their associated cylinders l4 and I5,

The next step in the assembly of my improved internal combustion engine is to secure the righthand portion ll of the outer casing to the cylinder block l2 by means of the stud bolts i3 and 13a. The end cap plate 44 may now be secured to the block I2, the plug 22 inserted, and the lefthand portion IU of the outer casing with the main shaft 82 assembled therein may then be applied and tightly secured to the section II by suitable stud bolts shown in the right-hand portion of Fig. 1, care being taken to insure that the teeth 85 on the spider 84 of the main shaft extend into the spaces between the lugs 86 on the annular flywheel.

Having in mind the above description of the various parts and the interrelation therebetween, it is thought that a complete understanding of my invention may now be had from a description of the operation. Referring first to Fig. 9 wherein my improved compression-ignition engine is shown somewhat diagrammatically as having a fuel pump 26 connected by means of a conduit 25 to the fuel valve or injector 24, and as having a suitable air compressor 90 connected in order to provide proper timing of the fuel pump 28 and, although the aircompressor 90 may be driven from any suitable source, I have shown 7 understood that when the pistons reach this position, the compressionchamber'l9 contains a body of highly compressed and heated air, the fuel pump 26 being so timed as to supply through the fuel valve or injector 24 a'cha'rge ofatomized fuel at or near the instant the pistons occupy the position'shown. Injection of such a charge of fuel into the compression chamber of course effects combustion therein and drives all of the pistons 20 simultaneously through a power stroke, the outward movement of the pistons effecting rotation of' the crank shaft 66 and the associated.

gears 61 and 68 so as to drive the annular flywheel and the main shaft through the internal gears 11 and 18 on the flywheel. As the pistons 20 movement during the power stroke, the exhaust ports associated with the three uppermost pairs of cylinders I4 and [5, as viewed in Figs. 1 and 2, open skies to connect the cylinders to the exhaust passageways as hereinbefore described. As soon as'the exhaust ports open,'the products of the combustion within the cylinders begin to flow through, theexhaust passageways 41 to 53, in-

- simultaneously to operate through, their power have been effectively scavenged from the cylinders and the compression chamber and a charge of compressed airhas been introduced therein, the pistons 20 have begun their inward movement and during the initial portion of this movement effect closure of the inlet and exhaust ports. Continued inward movement of the pistons is, of course, effective further to compress the, charge of compressed air in the cylinders and the combustion chamber and, as hereinbefore described, when p the pistons are at or near their respective innermost positions; shown in Figs. 1 and 2, a charge of atomized fuel is injected through the fuel valve or, injector whereupon another power stroke of the pistons is. initiated. It will now be apparent that in my improved compression-ignition engine a plurality of small bore, small strokepistons are provided, adapted and compression strokes so as to provide a very powerful stroke which could otherwise .be ob-' tained only byresort-to a largecylinder and piston. Each power stroke of the pistons 29 in my improved engine ofcourse effects only a parreach a predetermined point in their outward elusive, and out of the exhaust manifold 30 by way of the annular chamber SI, and accordingly asubstantial reduction in thepressure that exists within the compression chamber l9 and the cylinders and I5 takes place immediately.'-

A short interval after the above-referred to exhaust ports have opened to effect a reduction of the pressure within the cylinders and the'compression chamber, the inlet ports associated with the three lowermost pairs of cylinders I4 and I! are openeddue to movement of the associated pistons 20 thereacross and, accordingly, a charge of'compressed air is injected into these lowermost cylinders through the inlet ports" to 40, in elusive, as hereinbefore described. This charge of compressed air flows upwardly through'the three lowermost pairs of cylinders, through the tial rotation of the annular flywheel formed by the sections 14 and 15, the gear ratio between the gears .61, 68 and the internal teeth 11, 18 on the flywheel being so selected as to provide a multi plicity of power strokes during each revolution of the flywheel. While any desired gear. ratio may be utilized, I have found it convenient inthe embodiment illustrated to employ a gear ratio 01.6 to 1 so that six power-strokes occur during each revolution of the flywheel, thereby giving a multia ple cylinder effect. v I

with a gear ratioof 6 to 1 between the crank shaft gears 61, 58 and the flywheeljit will, of

a course, be understood that the pistons operate at a relatively high speed and accordingly considerable heat is developed. during the operation of the engine. In order to eiiiciently dissipate the heat thus developed, the cylinder block I! is provided with passageways for conducting cooling water therethrough,-these passageways being so arranged as to provide a substantially honeycomb 'arrangement. As shown best in Fig. 2, the left- --;hand portion H of the outercasingof the engine is provided with a cooling-waterinlet port 98 which communicates with anannularly extending passageway 96. in the lower portion of the member II. This passageway 96 is separated compression chamber l9 and into the uppermost cylinders so as to assist in expelling the products of combustion through the exhaust ports and into the exhaust passageways, and I have foun'd that' by properly shaping the walls of the apertures l8, which form reduced end portions on the cylinders i4 and I5, I am. able to provide a most e'flicient T j scavenging action in the compression chamber.

As shown best i i 1. each oi'the sixaper;

tures l8 in the upper 'portionof the head is provided with rounded edges at their intersec- .tions with the combustion chamber l9, as indicated by the reference numerals 94, and upon they from. a similar annular extending passageway 91 in the upper portion of themember I I by suitable cross walls, not shown, in the same. manner as theinlet and exhaust passageways 29' and ll are separated by the cross walls 32, the upper annular passageway 91 being connected to acool- .ing water outlet port 98. As shown particularly in'Fig. 5, the end wallsof the cylinder block I! are provided'with a plurality of groups of aper-,

tures 99 which extend therethrough and communicate with water spaces It!!! (Figs. 2 and 3) flow of streams of compressedair out of the lower.

most cylinders and through the combustion cham-t.

ber into the uppermost cylinders, a distinct Venturd-tube effect is obtained-which is highly effective in entraining any products "of combustion that may remain in the combustion chamber so as to" efficiently scavenge the combustion chamber. I consider this to be a highly important aspect of my invention. v H

' By the time that the products of combustion that extend transversely through the cylinder block and surround the cylinder bores l4 and I5 and the various inlet and exhaust passageways heretofore described, the opposite end wili'ofthe cylinder block 12 being provided with apertures similar to the apertures 99 for connecting the water spaces I00 toa water'space lfll formed in. the end cap 44. As shown, certain of the apertures 99 are threaded and adapted to receive the stud bolts 13 which secure the cylinder block [2 to theportion ll of the outer casing, a ndthese threaded apertures form no part of the coolingwater system, but I have found that the remaining apertures 99 provide for the flow of a sufflcient quantity of cooling water through the water spaces I in the cylinder block I2. As shown, additional water spaces I03 are provided in the cylinder block I2 adjacent the innermost ends of the cylinders I4 and I and these spaces I03 are connected to the water space I00 by the duct 43 hereinbefore described and shown in Fig. 3B.

In order to insure efllcient cooling of the innermost ends of the cylinders and the combustion chamber walls, the cylinder head I1 is provided, as shown in Fig. 2, with a plurality of annular passageways I05, I00, and I01 which are connected by means of axially extending apertures I I04 located between the apertures I8, as shown best in Fig. '7. The annular passageway I05 is connected to the lower and upper cooling-water passageways 96 and 91 in the member II by means of apertures I08 which extend through the right-hand end-wall of the head I1, only one of these apertures I00 being shown in Fig. 2. Similarly, the annular passageway I01 in the head I1 is connected by means of apertures I09 extending through the left-hand end-wall of the,

head I1 to the water space IOI in the end cap 44, and the passageway I06 is connected by ducts I I0 with the water spaces I03.

It will now be apparent that cooling water entering through the inlet 95 passes into the chamber 96 in the portion II of the outer casing, and from there circulates through the water spaces I00 in the lower half of the cylinder block I2 and into the water space IOI in the end cap 44. From the water space IN, a portion of the water enters the passageway I01 in the cylinder head I1 and from there flows into the upper portion of the water space IM and returns through the water spaces I00 in the upper portion of the cylinder block to the chamber 91, from where it is discharged through the outlet 98. At the same time, a portion of the cooling water in the lower chamber 96 passes into the annular passageway I05 in the head I1, and thence, to the chamber 01 and out of the outlet 98. In addition, a portion of the cooling water in the water spaces I00 in the lower portion of the block I2 passes upwardly through the duct 43, circulates through the water spaces I03 and through the ducts IIO into the annular space I06 in the head IT. From the space I06, this cooling water circulates through the upper ducts IIO into the spaces I03 in the upper portion of the block I2 and, by way of the passageway 51 (Fig. 3A), enters the spaces I00 in the upper portion of the block. It is thus apparent that the various water spaces and passageways provided effect a thorough circulation of cooling water entirely through the cylinder block I2 and the head I1.

While various means may be provided for effectively lubricating my improved engine, I prefer to form the outer casing of the engine as a tightly sealed casing and to provide-a spray-type dry sump lubricating system consisting of a spray device, not shown, for introducing oil under pressure in a fine spray at one or more desired points within the casing, a pair of outlet ports H2 being provided adjacent the bottom of the casing through which lubricating oil, as it collects in the bottom of the casing, may be conducted to a suitable filter and thereafter returned to the spray devices so as to provide a closed lubricating oil system. The motion of the gears'01, 60 and the rotation of the flywheel section 14 and 10, together with the spider 84 on the inner lubricating oil thus introduced into the casing to all of the moving parts of the apparatus so as to provide efficient lubrication thereof.

It will, of course, be understood that gear ratios other than the 6 to 1 ratio mentioned above may be utilized, but if changes are made in the gear ratio, then a corresponding change must be made in the speed of the fuel pump 20 so as to maintain proper timing of the fuel pump and insure that charges of fuel are injected into the cylinders at the proper instant.

While I have shown the fuel pump 26 as being provided with a single pump chamber, the pump being driven at such a speed that six impulses occur during each revolution of the flywheel of the internal combustion engine, it will, of course, be understood that a fuel pump having two or more plunger chambers may be utilized, all of the chambers being connected to the same or separate injector valves such as the valve 24 and the speed of the fuel pump being so correlated tov the speed of the internal combustion engine as to effect operation of the fuel pump plungers in properly timed sequence to supply a charge of fuel to the compression chamber of the engine at the proper instant during each stroke of I the pistons therein.

end of the shaft M, will assist in conducting the Although in the embodiment of my invention herein shown and described, I have utilized twelve cylinders and pistons arranged in two groups,

each group consisting of six radially extending cylinders, it will, of course, be understood that any desired number of cylinders and pistons may be employed. For example, each group may contain only four pistons, or additional axially spaced groups of cylinders and pistons may be provided. Thus an engine having twenty-four cylinders may be provided by arranging the cylinders in four axially spaced groups with six radially extending cylinders in each group, or by arranging the cylinders in six axially spaced groups having four radially extending pistons in each group. Furthermore, while I have shown the cylinder head I1 so formed as to provide a single compression or combustion chamber common to all of the cylinders so that all of the associated pistons move through their power strokes at the same instant, it will, of course, be understood that a cylinder head may be provided having a plurality of compression chambers therein, each compression chamber being common to a selected group of cylinders. When more than one compression chamber is provided, it is, of course, necessary to utilize a separate fuel valve or injector for each compression chamber, and these separate fuel valves may be arranged to iniect a charge of fuel into the respective compression chambers either at the same or at different instants. For example, in the twenty-four cylinder engine hereinbefore described, having four axialiy spaced groups of cylinders, two compression chambers maybe provided in the cylinder head, each compression chamber being associated with two groups of cylinders, and the fuel injectors and the pistons may be so arranged as to cause the twelve cylinders associated with each or the respective compression chambers to fire simultaneously, the two groups firing alternately.

With such an arrangement, and with a gear ratio m o A will of course be understood that an odd number of cylinders, for example three, five, or seven cylinders, may be employed if desired.

In Fig. 10, I have shown an embodiment of my invention by means of which twelve power strokes during each revolution of the flywheel may be provided without increasing the gear ratio and without increasing the number of cylinders in each block. The arrangement diagrammatically illustrated in Fig. 10 includes a pair of cylinder blocks I I and I II, each of which is substantially identical with the cylinder block I2 hereinbefore described, the cylinder blocks I I5 and III being arranged in side-by-side axial relation and secured together. so that the axially extending inlet passageways corresponding to the passageways 36 to 40, inclusive, in the cylinder block I2 extend entirely through the two blocks and so that the corresponding exhaust passageways extend entirely through the two blocks. Thus, a single compressed air inlet, indicated by the reference numeral I I1, will sufllce and all of the exhaust gases are discharged through a single exhaust passageway, indicated by the reference numeral H8. The arrangement of the connecting rods, the crank shaft units, the crank shaft gears, and the supporting rollers for the flywheel in each of the cylinder blocks H5 and H6 is substantially identical with that described above in connection with the cylinder block I2, and all of the crank shaft gears thus provided are arranged to meshwith a common flywheel, here illustrated diagrammatically and represented by the reference numeral H9. It will, of course, be understood that this flywheel H9 must be made up of a plurality of annular sections in order to provide for the assembly thereof in meshing relation with the oppositely directed spiral teeth on the crank shaft gears, and the flywheel may be connected at its lefthand end to a main shaftgI20 by a spider I 2|, similar to spider ll. Preferably, the compression chambers in the cylinder blocks H5 and I I6 are separate from each other'and a pair of fuel injector valves I22 and I23 are provided, arranged to operate alternately so that the pistons in the cylinder block Hi are displaced 180 from the pistons inthe cylinder block II I. Thus, assuming the same gear ratios set forth above, twelve power strokes (six in each cylinder block) will be provided during each revolution of the flywheel HI.

Although my invention is particularly applicable to internal combustion engines of the compression-ignition type, it will be apparent that it is not limited thereto and may likewise be found highly useful in connection with internal combustion engines employing fuels'such as gas or gasoline. In order to adapt the internal combustion engine herein shown and described for operation with such fuels, it is, of course, necessary to alter the size of the compression chamber so as to provide a proper compression ratio, the

, preferred compression ratio in my compressionignition engine being approximately 17 to 1 and the suitable compression ratio for a gasolineoperated engine being about 6 to 1. In addition. the fuel valve or injector utilized for oil-operation must be replaced by a suitable spark plug or similarignition means, and a carburetor or a gas-air mixing valve attached to the intake of the compressor so as to supply a combustible mixture to the compression chamber. When so equipped with a carburetor or mixing valve and suitable ignition means, an engine otherwise constructed as described above will operate very satisfactorily as a supercharged internal com bustion engine of the type using gas or gasoline asafuel.

While I have shown particular embodiments of my invention, it will be understood, of course, that I do not wish to be limited thereto since 1 manymodifications may be made, and I, therefore, contemplate by the appended claims to cover any such modifications asfall within th true spirit and scope of my invention.

Having thus described my'invention, what 1 claim and desire to secure by LettersPatent is:

1. In an internal combustion engine, the combination of a substantiallycylindrical block having a plurality of annularly spaced passageways extending axially throughout the length thereof and having a plurality of radially extending cylinder bores arranged intermediate said annularly spaced passageways, said block also having a plurality of relatively flat passageways extending axially thereof interconnecting certain of said annularly spaced passageways and intersecting said cylinder bores, the intersections of said'relatively flat passageways and said. cylinder bores being interrupted only by narrow bridging members extending transversely of said flat passageways and forming 'continuations of the walls of said cylinder bores, whereby valve ports are provided extending'substantially entirely around the circumference of said cylinder bores, and means secured to the opposite ends of said cylinder block for closing one end of all of block and intersecting said cylinder bores to form valve ports in the walls thereof, said valve ports being interrupted only by narrow bridging members extending across said passageways and forming continuations of the walls of said cylinder bores whereby said valve ports extend substantially entirely around the circumference of I said cylinder bores, and means on said one end a of said block for connecting certain of said passageways to inlet means and others of said passageways to exhaust means respectively. 3. In an internal combustion engine, the combination of a substantially cylindrical block formed to provide a plurality of axially spaced sets of radially extending cylinder bores the inner ends of which terminate in a common combustion chamber, said block also having formed therein a plurality of annularly disposed axial passageways extending inwardly from one end of said block and intersecting the cylinder bores of said sets to form valve ports in the walls of said cylinder bores, said valve ports being interrupted only by narrow bridging members extending across said passageways and forming continuations of the walls of said cylinder bores whereby said valve ports extend substantially entirely around the circumference of said' cylinder bores, and means at said one end of said block for con" necting certain of said passageways to common inlet means and others of said passageways to common exhaust means respectively.

4. -In an internal combustion engine, the combination of a substantially cylindrical block having a plurality of annularly spaced axial passageways extending inwardly from one end of said block and having a plurality of radially extending cylinder bores arranged intermediate said annularly spaced passageways, said block also having a plurality of relatively flat passageways extending axially thereof interconnecting certain of said annularly spaced passageways and intersecting said cylinder bores, the intersections of said relatively flat passageways and said cylinder bores being interrupted only by narrow bridging members extending transversely of said flat passageways and forming continuations of the walls of said cylinder bores, whereby valve ports are provided extending substantially entirely around the circumference of said cylinder bores, means for closing one end of said axial passageways, and means for connecting the open ends of cermm of said passageways to inlet means and others of said passageways to exhaust means respectively.

5. In an internal combustion engine, the combination of a substantially cylindrical block having a plurality of axially extending cylinder bores and having a plurality spaced sets of radially of annularly spaced axial passageways extending inwardly from one end of said block intermediate said radially extending cylinder bores, said'block also having a plurality of relatively flat passageways extending axially thereof interconnecting certain of said annularly spaced passageways and intersecting all of said cylinder bores, the intersections of said relatively flat passageways and said cylinder bores being interrupted only by narrow bridging members extending transversely of said flat passageways and forming continuations of the walls of said cylinder bores, whereby valve ports are provided extending substantially entirely around the circumference of each of said cylinder bores in each of said axially spaced sets, and means for connecting certain of said passageways to inlet means and certain of said other passageways to exhaust means respectively.

6. In an internal combustion engine, the combination of a substantially cylindrical block having a plurality of axially spaced sets of radially extending cylinder bores and having a plurality of annularly spaced axial passageways extending inwardly from one end of said block intermediate said radially extending cylinder bores, said block also having a plurality of relatively flat passageways extending axially thereof interconnecting certain of said annularly spaced passageways and intersecting all of said cylinder bores to form valve ports in the walls of each of the cylinder bores in each of said axially spaced sets, and

means secured to said cylinder block for connecting certain of said passageways to common inlet means and others of said passageways to exhaust means respectively.

RASMUS M. HVID. 

